Electric signal system for railways.



F. J. PILGRIM, DEGD. G. V: PILGRIM, ADMINISTBATRIX. ELECTRIC SIGNALSYSTEM FOR. EAILWAYS.

APPLICATION FILED APR.2B, 1911. 1, 1 1 2,478. Patented 00a. 6, 1914.

2 SHEETS-SHEET 1.

WITNESSES: INVENTOR ATTORNEY F. J. PILGRIM, DEOD. 0. v. PILGRIM,ADMINISTRATRIX. ELECTRIC SIGNAL SYSTEM FOR RAILWAYS. APPLICATION FILEDAPR.28, 1911.

1,1 12,473. Patented Oct. 6, 1914.

2 SHEETSSHEET 2.

UNITED STATES PATENT OFFICE.

COUNTY, NEW JERSEY, ADMINISTRATRIX OF SAID FRANK J'. PILGRIM, DECEASED,ASSIGNOB TO E. G. LONG COMPANY, OF NEW YORK, N. Y., A CORPORATION OF NEWYORK.

ELECTRIC SIGNAL SYSTEM FOR RAILWAYS.

Specification of Letters Patent.

Application filed April 28, 1911.

Serial No. 623,875.

To all whom it may concern:

Be it known that I, FRANK J. PILGRIM, a citizen of the United States,and a resident of Paterson, in Passaic county, State of New Jersey,United States of America, have invented certain new and usefulImprovements in Electric Signal Systems for Railways, of which thefollowing is a specification.

My invention relates to an electric signal system for railways, andespecially to improvements in switches which are arranged to be actuatedby the movement of: cars or locomotives.

To this end my invention consists in the novel construction andarrangement of parts which I will describe in the followingspecification, and the novel features of which I will set forth in theappended claims.

Referring to the drawings, Figure 1 is: a sectional side elevation of anormally openi electric switch which I use in carrying out my invention,and Fig. 2 is a similar view; of a normally closed switch which is used;in conjunction with such a switch as that, shown in Fig. 1, and withother apparatus, as will appear hereinafter. Fig. 3 1s a sec-, tionalplan view of the device shown in; Fig. 1, the section being taken on thelinef 33 of the latter figure. Fig. 4 is a sec-; tional end elevation ofthe switch shown: in Fig. 2, this section being taken on the; line 44 ofFig. 2. In Fig. 5 a modified form of switch is shown in end elevation,

together with a portion of a car. Fig. 6; is a wiring diagram in whichmy improved? switches and other apparatus are shown; together with theirconnecting circuits.

Like characters of reference designate; corresponding parts in all ofthe figures.

10 designates a normally open switch, the mechanism of which is inclosedwithin a box or casing. This box is arranged to be aflixed to atrolley-wiresll by means of lugs or cars 12, 12. From the sides of thebox project lugs 13, 13 to which may be fastened supporting wires whichrun to poles on opposite sides of the track. A trolleywheel is shown inFig. 1, designated by the numeral 14. Centrally supported in the lowerportion of the box 10 is a transverse pin 15. From this pin two looselyswing ing actuated levers 16 depend, one at either side of and close upto the trolley-wire. Each of these actuatinglevers is constructed toform a shoulder 17 at substantially rightangles to the parts which hangdown beside the trolley-wire. Loosely mounted on the pin 15, between thelevers 16, is-a switch member 20 which rests upon a stop-bracket 21in asubstantially horizontal position.

22 is an antifriction roller mounted in the switch member above theshoulders 17. This member carries a spring 23, on the end of which is asoft iron button 24 which forms the movable contact of a circuit closer.This may be provided with a noncorrosive tip 25 if desired.

26 is the core of an electromagnet. One end of its winding is connectedwith this core at 27, and its other terminal is connected to a conductor28 which is led out through the casing of the switch 10 to a desiredpoint.

30 is a normally closed switch. This switch is within a box and isattached to the trolley-wire 11, and supported like the one alreadydescribed. But'in this case the actuating levers 31 are connected to ablock 32 of insulating material through which the pin 33 runs. Above theblock 32 are lugs 34 which carry a leaf spring, at the upper end ofwhich is a soft iron contact piece 35.

36 is the core of an electromagnet which is of hardened steel verticallyplaced directly over the pin 33. One of the terminals of the winding ofthis magnet is connected at 37 to this core. Its other terminal isconnected with a conductor 38. 39 is another conductor which isconnected through the lugs 34' with the movable contact 35.

Referring now to Fig. 6 I will describe the operation of this inventionwhen it is used for a crossing signal. 'Two of the switches 10 areplaced at desired distances from the crossing, each with itselectromagnet on the end toward the crossing. In the middle of thecrossing is one of the Patented Oct. 6, 1914.

switches 30. The two conductors 28 from the switches 10 are connectedwith the conductor 38 which runs into the switch 30. Then the conductor39 is led to a signal device. 1n the figure it runs to a bell 40, andthe circuit is continued by a wire 41 through a series of electriclights within an illuminated sign 42, and from thence through aconductor 43 to the ground. Instead of the bell and illuminated sign,this circuit may go through the winding of an electromagneticallyactuated semaphore l-t if desired by being connected at 41 and 43. Letus suppose a car or a train of cars approaches the crossing from theleft. As the first trolley-wheel 14 strikes the actuating levers 16 itwill swing them over to the right, and

after passing them they will fall back immediately to their verticalposition. But in swinging to the right, the shoulders 17, engaging theroller 22, raise the contact button 24 up against the end of the magnetcore 26. All of the mechanism which supports the contact button 2a is inelectrical communication with the trolley-wire 11 so that this button isconnected with the positive main from a source of electric supply. Whenthe button 24: touches the core 26, a circuit is established therebythrough the magnet winding which surrounds this core, conductors 28 and38, switch 30, and through the signal devices through the ground. Thusthe signal devices are actuated. But the circuit thus established causesthe core 26 to be magnetized so that the button 24 remains held upagainst it after the levers 16 drop back. The circuit, therefore,remains closed through the signal devices. The trolley-wheelsofsucceeding cars will have no effect upon the switch 10 as they passunder it for the levers 16 will merely swing up and out of the way butwill not affect the button 24:. The core 36 in switch 30 is of hardenedsteel and is permanently magnetized. The iron contact piece 35 thereforeadheres to it as it is moved up to it-by the weight of the levers 31.The current which passes through the switch 30 goes through the windingabout this core and thus increases its magnetic efiect and holds thecontact more tightly against it. So, as the car approaches the crossingthe jarring of the trolley-wire caused by the trolley-wheel runningalong it will not disturb the contact 35 and thus break the circuit. Butwhen the trolley- Wheel forces over the actuating levers 31, by runningby them, the contact piece 35 will be forced past and away from the core36, This will cut off the actuating current from the signal devices andalso from the magnet winding in the switch 10. The contact button 2%will then drop back to its original position so that when the contactpiece returns to the core 36,which it will do as soon as thetrolley-wheel has passed the levers 31-the circuit will not bereestablished. For a single track road two of the switches 10 areprovided as shown in the diagram. As the car continues on its traveltoward the right it passes under the second switch 10, but as the levers16 are arranged to swing idly in this direction, this will have noeffect upon the signal circuits. But when a car comes from an oppositedirection it will cause the signal circuits to be closed at this otherswitch 10 and to be again opened by the trolley-wheel running under theswitch 30. In other words, the two switches 10 work in oppositedirections, and the switch 30 works in both directions. It is to beunderstood that all of the circuits in the switch 30 are insulated fromthe trolley-wire ll. Of course, the switches 10 are each located at aconsiderable distance away from the crossing instead of near together asis shown for convenience in the diagram.

In Fig. 5 one of my switches designated by 10, made in a somewhatmodified form, is shown supported by a bracket 45 from a pole -16. llnthis figure, 47 designates a portion of a railway-car upon which is atransverse plate 48 so placed that it will engage the actuating lever 16of the switch as the car passes it. Obviously this need not be anelectrically propelled car as this invention is applicable to steamroads as well, it only being necessary, in such a case, to supply thecurrent for actuating the signal devices.

By a very slight modification the switches may be made to be operated bythe contact shoes of cars running on third-rail systems. ll havedescribed my invention as used for a crossing signal, but it may, ofcourse, also be used for block signal systems, or in any otherconnection where it is desired to close and open circuits by themovements of cars. This, I have shown, may be done without the use ofcomplex and expensive relays,"

and a circuit closing switch of simple construction may be made whichwill not be put out of order by being acted upon by a' plurality of carspassing it in quicker succession. lit is to be noted that but a singlewire is needed to run between the switches,

and as they are usually placed at a considerable distance apart, thisfact is one of decided advantage.

What I claim is:

1. In a railway signal system, a switch,

arranged to be moved by the movement of a car, a circuit closed arrangedto be temporarily opened by the lever, and an elec- 4. In a railwaysystem, a trolley-wire, a

switch mechanism affixed to said wire, said mechanism comprising atransverse pin, a pair of actuating levers pivotally depending from saidpin at either side of the trolleywire, a shoulder on each of the levers,a circuit closer having a movable member pivotally supported by saidpin, an anti-friction roller carried by said member above the actuatinglever shoulders, said-member being arranged to be moved to its closedposition by said shoulders, and an electromagnet for maintaining saidmovable member iinits closed position away from the shoulers.

5. In a railway, a trolley-wire, an electrically actuated signal device,a circuit therefor, a switch affixed to the trolley-wire, said switchcomprising a transverse pin, a pair of actuating levers pivotallydepending from said pin at either side of the trolleywire, a shoulder oneach of the levers, a circuit closer in said signal circuit having amovable member electrically connected with the trolley-wire andpivotally supported by said pin, said member being arranged to be movedinto its closed position by said shoulder, and an electromagnet formaintaining said movable member in its closed position away from saidshoulders having an unhardened core in said circuit.

6. In a railway system, a trolley-wire, a circuit, a switch afiixed tothe trolley-wire, said switch comprising an actuating lever adjacent tothe trolley-wire, a shoulder on the lever, said lever being arranged tobe moved by the movement of the trolley-wheel over the wire, a circuitcloser in said circuit having a movable member arranged to be moved intoits closed position by said shoulder, and an electromagnet formaintaining said movable member in its closed position away from saidshoulder; combined with another switch in said circuit, said otherswitch comprising an actuating lever adjacent to the trolley-wire andalso arranged to be moved by the movement of the trolley-wheel to'opensaid circuit and to deenergize said electromagnet, and a permanentmagnet for holding said other switch closed when unacted upon by thetrolleywheel.

7, In a railway system, a trolley-wir a switch afiixed to said wire,said switch comprising a transverse pin, a pair of actuating leverspivotally depending from said pin at either side of the trolley-wire, ashoulder on each of the levers, a circuit closer having a movable memberelectrically connected with the trolley-wire and pivotally supported bysaid pin, a circuit controlled by the circuit closer, said member beingarranged to be moved into its closed position by said shoulders, and anelectromagnet for maintaining said movable member in its closed positionaway from said shoulders; combined with another switch, said otherswitch also having actuating levers at either side of the trolley-wireand arranged to be moved by the movement of the car, a circuit closer insaid circuit, an electromagnet having a hardened core arranged to holdsaid circuit closer in its closed position, the movement of theactuating levers'being arranged to open said circuit and to deenergizethe magnet in the first switch.

8. In a railway, a trolley-wire, an electrically actuated signal device,a circuit therefor, a switch affixed to the trolleywire, said switchcomprising an actuating lever adjacent to the trolley-wire, a shoulderon the lever, said lever being arranged to be moved by the movement of atrolley-wheel over the wire, a circuit closer in said circuit having amovable member arranged to be moved into its closed position by saidshoulder, and an electromagnet for maintaining the movable member in itsclosed position away from said shoulder; combined with another switch insaid circuit, said other switch comprising an actuating lever adjacentto the trolley-wire and also arranged to be moved by the movement of thetrolley-wheel to open said circuit and to deniergize said electromagnet,and a permanent magnet for holding said other switch closed when unactedupon by the trolleywheel.

9. In a railway, a trolley-wire, an electrically actuated signal device,a circuit therefor, a switch aflixed to the trolley-wire, said switchcomprising a transverse pin, a pair of actuating levers pivotallydepending from said pm at either side of the trolleywire, a shoulder oneach of the levers, a circuit closer in said signal circuit having amovable member electrically connected with the trolley-wire andpivotally supported by said pin, said member being arranged to be movedinto its closed position by said shoulder, and an electromagnet formaintaining said movable member in its closed position away from saidshoulders; oomranged to open said circuit and to deenergize 10 binedWith another switch, said other switch the magnet in the first "switch.

also having actuating levers at either side In testimony whereof I havesigned my of the trolley-Wire and arranged to be name to thisspecification in the presence of moved by the movement of the car, acirtwo subscribing witnesses.

cuit closer in said circuit, an electromagnet FRANK J. PJELGRIM havingan hardened core arranged to hold Witnesses: said circuit-closer in itsclosed position, the ERNEST R. JONES,

movement of the actuating levers being an WALTER A. Boonie.

